Automatic train control



Oct. 26 1926.

5 Sheets-Sheet 1 Filed April :10, 1923 'INVENTOR P N WW1 ATTORNEY P. J.SIMMEN AUTOMATIC TRAIN CONTROL Filed April 10, 1923 Oct. 26 1926.

3 Sheets-Shet 2 lNVE/VTOR ATTORNEY Oct. 26 192 6. 1.604.537

P. J. SIMMEN AUTOMATIC TRAIN CONTROL Filed April 1923 3 Sheets-Sheet 5 av INI /ENTOR WM! 9am Patented Oct. 26, 1926.

PAUL J. summit, on EDEN, NEW YORK.

ao'roma'rrc anamcoNa'aoL.

Application filed April 10, 1923. Serial No. 631,096.

This invention relates to train control systems, particularly suchsystems in which there is a combined automatic and manual control, andmore especially such systems in which the progress of trains on thetrack.

way is recorded at a central station.

This invention is an improvement of my invention Serial No. 503,235,filed September 26, 1921. v

The improvement consists in providing six signals for the safe andconvenient direction of train movements, which signals are under thecontrol of the dispatcher and at the same time, the signals are alsocontrolled by a track circuit.

In the modern operation of railways, it is found desirable to not onlyprovidesignals for the safe movement of trains but also to providesignals for use in facilitating the movement of trains. This inventionprovides for six signals under the control of the dispatcher, twoofwhich may be'used for safety and four for facilitating trainmovements: at the same time "the dispatchers control of the severalsignals is subject to the automatic control by a track circuit. Thisinvention is particularly adapted to single track railways and in orderthat the dispatcher may intelligently use the several signals for thesafe and quick direction of train movements, means are provided toautomatically record at the dispatchers office the progressof the trainsover the trackway.

Other objects and advantages will appear as the description of theinvention progresses and the novel features will be particularly pointedout in the appended claims.

In describing the invention inv detail. reference is had to theaccompanying drawings, wherein I have illustrated a preferred physicalembodiment of my invention and wherein like characters of referencedesig-. nate corresponding parts throughout the several views and .inwhich: I

Figure 1 is a schematic representation of the apparatus and circuits inthe dispatchers ofiice and along the track: Fig. 2, is a side elevationof a switch mechanism by which the dispatcher is enabled to control thesignals; Fig. 3 is a rear view of the switch -mechanism asshown by Fig.2; Fig. 4 is a schematic representation of the apparatus and circuits onthe locomotive or car, which PATENT OFFICE.

HEISSUED with certain cooperating parts of Fig. 1 display six signals onthe locomotive or car, when a locomotive or car is moving in onedirection over the division; Fig. 5, showst-he apparatus and circuits onthe locomotive or car, when it is moving in the other direction over thedivision.

Fig. 1, shows a track consisting of rails 1 and 2. Rail 1 iselectrically continuous and rail 2 is divided into sections by means ofinsulating joints as 3, thus dividing the track into block sections, asA, B, C, D, E and F. In blocks B, D and F are shown sidings as 1,

where trains can meet and pass each other.

At the clearance point of the siding, insulating joints, as .3,electrically separate the straight portion of the siding from the maintrack. A track battery as 5 is located at oneend of each block, andtrack' relay as b, 0, d,,e and f near the other end of the block, andconstitute with their connections to the rails, a track circuit wellknown to those skilled in the art. Each track relay controls twoarmatures 6 and 7. When a 1 track relay is energized armature-6 closesfront contact as 8- and armature 7 closes front contact as 9; and when atrack relay is deenergized front contacts 8 and 9 are broken. I

Adjacent to the track are located groups of train control rails as 11and 12; 13 and 1 1; 15 and 16; and 17 and 18. Train con- .trol rails 11and 12 govern a westbound bound movements are on the otherside of thecenter line'of the track;'and with'this arrangement,- the train controlrails are always on the right hand side of the direction in which thetrain is moving. I

-.'In each group of train control rails, one is the home train controlrail and located near the entrance to a new block, and the other is adistant traincontrol rail located approxialternating current source.

mately braking distance from the entrance to the new block; thus traincontrol rails 12, 14, 16 and 18 are home train control rails and traincontrol rails 11, 13, 15 and 17 are distant train control rails. trolrails are of the usual construction, having inclined ends or ramps asshown in my prior Patent No. 1,140,623 granted May 25, 1915, and are solocated along the track and insulated from the track that the contactshoe attached to a locomotive or car can make electrical contact withthem.

Each group of the four groups of contact rails protecting trainmovements to and from a siding may be electrically conditioned in sixdifferent ways so as to display six different signals on the locomotiveor car depending upon the several positions of the manually operatedswitches in the dispatchers office as 19, 19 and 19*. The switches arecapable of being placed in six different positions, each positionelectrically conditioning the train control rails in a different way.

The construction of the manually operated switches 19, 19* and 19 isshown in Figs. 2 and 3. A shaft as 20 is suitably journaled in aframe.21 in such a manner that shaft 20 may be pulled forward or shovedbackward and shaft 20 may be given a rotary motion to the left or the riht.

Attached to shaft 20 is a hand e 22 by which shaft 20 is placed into itsseveral positions. Also attached to shaft 20 are contact springs 23 and24, but insulated from the shaft by insulations 32 and 33. In certainpositions of shaft .20, contact spring 23 may make electrical contactwith terminals 25 or 26 and contact spring 24 may make electricalcontact with terminals 25 or 26 and contact spring 24 may makeelectrical contact with terminals 27 or 28. Terminals 25 and 26 areconnected by wire 29 and lead to an Terminal 27 is connected by wire 30to the positive pole of a direct current source and terminal 28 isconnected by wire 31 to the negative pole of a direct current source. Bymeans of handle 22 and its coacting contact springs '23 and 24 shaft 20maybe radially turned to three positions, the left oblique position, asviewed in Fig. 1, as .19", the right oblique position as 19, and thevertical position as 19", and

transversely shaft 20 with its coacting contact springs 23 and 24 mayalso be placed in three positions,the first position being the one shownin Fig. 2; the second position 'being when shaft 20 is pulled forwardand the handle assumes the dotted position designated as 34;. and thethird position being, when shaft 20 is pushed backward and the handleassumes the dotted position designated as 35.

When shaft 20 is radially in the right oblique position and transverselyin the These train con I mower normal position as shown in Fig. 2,contact spring23 is in contact with terminal 25, directly connecting itwith the alternating cur rent source and contact spring 24 is in con--tact with terminal 27, connecting it to the positive direct currentsource. When shaft 20 is radially in the left oblique position andtransversely in the normal position as shown 'in Fig. '2, contact spring23, is in contact with terminal 26, connecting it with the alternatingcurrent source and contact spring 24 is in contact with terminal 28,connecting it to the negative direct current source. When shaft 20 isradially in'the vertical position and transversely in the rearwardpositionas shown in 35. When shaft 20 is radially in the, right obliqueposition and transversely in the forward position as shown at 34,contact spring 23 has moved forward sufficiently so that it will notconnect with terminal 25, but contact spring 24 is still in contact withterminal 27. When shaft 20 is radially in the left oblique position andtransversely in the forward position as shown at 34, contact spring 23has moved forward sufliciently so that it will not connect with terminal26, but contact spring 24 is still in contact with terminal 28. Whenshaft 20 is radially in the right ob lique position and transversely inthe rear-' ward position as shown at 35, contact spring 23, while havingmoved rearwardly, still makes contact with terminal 25; but contactspring 24 has moved rearwardly suiiiciently so that it will not contactwith terminal 27. When shaft 20 is radially in the left oblique positionand transversely in the rearward position as shown at 35, contact spring23, while having moved rearwardly still makes contact with terminal 26,but contact spring 24 has moved rearwardly sufficiently so that it willnot make contact with terminal 28.

Near the rear of the shaft-20 is shown an elongated key 36, which isfixed to the shaft in the same parallel plane as handle 22. When shaft20 is transversely in the normal position as shown inFig. 2, key 36 mayr0- tate in a'slot 37, without hindrance. The slot 37 is cut into therear standard of frame 21. The rear standardof frame 21 contains alsoanother slot 38, which is vertically cut in the rear standard andparallel to and in line with shaft 20. When it is desired to place shaft20 transversely in a forward po sition, handle 22 and key 36 must; firstbe placed in the vertical position before key 36 will permit a forwardmovement through slot 38. Whenkey 36 assumes theforward position asshown in dotted lines at 39, shaft 20 may be radially turned to anyposition.

When it is desired to lace shaft 20 transversely in the rearwar'position, handle-22 and key 36 must also first be placed in the verticalositionbefore key 36 will permit a rearward movement. through slot 38.When key 36 assumes the rearward position as shown in dotted lines at40, shaft 20 may again be radially turned to any position.

The purpose of key 36 and its co-operating slot 38 is to prevent atransversely forward or rearward movement from the normal position asshown in Fig.2, without first disconnecting contact springs 23 and 24from all sources of energy.

Also attached to shaft 20 is a guide mem-' her as 41. The lower end ofguide member 41 is bored out so as to encase'a compression spring, as42. Beneath the compression spring and also partly encased by the guidemember 41, is a ball as 43. Within the path of guide member 41, frame 21contains three grooves 44, 45 and 46, so positioned that ball 43 willsnugly fit into grooves and at the same time compress spring 42. Groove45.

permits a transversely forward or rearward movement of shaft 20, at the,same time holding the same radially in the vertical position by reasonof the pressure of spring 42. When switch handle 22 is radially placedin the right oblique position, ball 43 will still further compressspring 42 and move into groove 44, thus hol ing shaft 20 in the rightoblique position and when the switch handle is radially placed in theleft obli ue position, ball 43 still further compresses t ev spring 42anld moves into groove 46, thus holding shaft 20 in the left obliqueposition.

The contact springs 23. and 24 at their lower extremity are electricallyconnected by a connecting bar as 53 to which a wire 54 is electricallyconnected.

To shaft 201 of each switch 19 is also attached a segment as 67. Thesegments are conveniently made in the form of a plate bounded by aconvex are 68 and two concave arcs as 69, as shown in Fig. 3 and in'dotted lines in Fig.1. The segments for all the switches as 19 are inthe same plane, when shaft 20 is transversely in the normal posi: tionas shown in Fig. 2 The shaft 20 of each: switch are so spaced that whenhandle 22 is placed in-an oblique position, the convex' edge ofithesegment will slide along and fit snugly to theconcave edge of thesegment on the adjacent switch, asshown at 70 in locks :Fig. 1. Thepurpose of these segments is to' provide interlocking means between theswitches so that-when one switch is in acertainosition, the adjacentswitches are against movement in certain radial directions; Thesegmentshowever, only lock against such radial movements when shaft 20 is in thenormal position, as shown in Fig. 2 and these segments under certain thefour groups of train control rails :as' follows First conditiom-Whenswitch 19 is transr versely in the normal position as shown in Fig. 2and radially in the right oblique position, contact spring 23 makescontact with terminal 25, and contact spring 24 makes contact. withterminal 27 and in this position of the switches the four groups oftraincontrol rails are charged wlth alternating current and positive directcur: rent.

Second 00ndit-i0n.-When switch 19 is transversely in the normal positionas shown in Fig. 2 and radially in the left oblique position, contactspring 23 makes contact with terminal 26, and contact spring 24 makesvcontact with the terminal 28, and in this position of theswitch, thefour groups of train control rails. are charged with alternatingcurrent" and negative direct current.

Thirdcondition-When, switch 19 is transversely in the forward positionas shown in dotted line at 34 and radially in the right obliqueposition, contact spring 23 is disconnected from terminal 25 and in thisposition of 'the switch, the four groups of train control rails arecharged with positive direct current only.

Fourth c0nditz'on.When switch is trans-v versely in the forward positionas shown in dotted line at 34 and'r'adially in the left obliqueposition,'contact spring- 23 is dis- 1 connected from either terminal 25or 26 and contact spring 24 makes contact with terminal 28 and in thisposition of the switch,

the four groups of train control rails are charged with negativedirectcurrent only.

Fifth c0ndz'tz'0n.When switch 19 is transversely in the rearwardposition as shown in dotted lines at 35. and radially in the right orleft oblique position, contact spring 23 makes contact with terminals 25M26, but contact spring 24 is disconnected from either-terminal 27 or28, and in this position of the switch, the four. groups of traincontrol rails are charged with alternat ing current only.

Siwth -conditz'on.-When switch 19 is transversely in any of the threepositions, the normal as shown in Fig. 2; or forward as shown at 34; orthe rearward as shown at 35; and radially in the vertical position,-

contact spring 23 is disconnected from either term nal25 or 26 andcontact spring 24 is also d1sconnected from either terminal 27 rails 17and 18.

or 28, and. in this position of the-contact springs, the four groups oftrain control rails are deenergized.

The six electrical conditions of train control rails are transmitted tothe locomotive of a trainthereby displaying six differentnating currentrelay 56, wire 57, condenser terminal 58, wire 59, line wire 60, toterminal 10 along the track, and thence from terminal 10 to traincontrol rails 11 and 12 through the following branch circuit; wires 25'61 and 62, armature 7 of track relay D, front contact 9, wire 63 totrain control rails 11 and 12. A similar branch circuit is establishedfrom alternating current source 47 to train control rails 13 and 14through secondbranch circuit as follows: terminal 10, wires 61 and 64,armature 7 of track relay C, front contact 9, wire 65, to traincontrolrails 13 and 14. A similar circuit is established from alternatingcurrent source 47 to train control rails 15 and 16 through third branchcircuit as follows:-terminal 10, wires 61 and 62, armature 6 of trackrelay D, front contact 8, wire 66, to train control rails 15 and 16. Asimilar circuit is established from alternating current source 47 totrain control rails 17 and 18 through fourth branch circuit as'follows:-terminal 10, wire 71, armature 6 of track relay E, frontcontact 8, wire 72, totrain control.

From the several tram control rails the'alternating current circu t iscompleted throu h cab circuit on the loco-' motive, to be descrlbedhereinafter, to track rail 1 and'thence'throughwires 73, 74 and 75 toalternatingcurrent source 47.

Second: The positive directcurrent control circuit is as follows; frompositive'pole of battery 48 in thedispatchers otiice, impedance coil 78,bus 76, wire 77, terminal '27, contact spring 24, connecting bar 53,

lar circuit is closed to the other three groups of train control railsthrough the several branch circuits hereinbefore described.

Third: The negative direct current con trol circuit is as follows: frompositive ,pole of battery 49 in the dispatchers ofiice, wires 85, 74 and73, to tracktrail 1 and thence through a cab circuit on the locomotive,to be described hereinafter, to train control rails 11 or 12 and thencewire 63, front contact 9, armature 7 of track relay D, wires 62 and 61,terminal 10, line wire 60, termi nal 59, wire 83, impedance coil 82,wire 81, polarized relay 80, wires 7 9 and 54, connecting bar 53,contact spring 24, terminal 28,

wire 86, bus 87, impedance coil 88, wire 89, to the negative pole ofbattery 49. A similar circuit is closed to the other three groups oftrain control rails through severalbranch circuitsv hereinbeforedescribed;

Impedance coils 7 8, 82 and 88 are inserted in the two direct currentcircuits to stop the flow'of alternating current and condensers 50 and58are inserted in the alternating current circuit to stop the flow ofdirect current.

Alternating current relay 56, and polarized relay 80 are inserted in theabove described circuits for the purpose of recording train movements,and their use and operation will be described hereinafter.

It will thus be seen that when switch 19 is placed in any one of its sixdifferent positions, thereby connecting or disconnecting the threeelectrical sources in the dispatchers office, 47, 48 or 49, the fourgroups of train control rails guarding the movement of trains to andfrom the siding are electrically conditioned in six different ways,corresponding to the six different conditions hereinbefore described.

Any one of the first five electrical conditions of the train controlrails'is made inoperative, -however, if there is a train in the blockahead, for the reason that any one of the three hereinbefore describedcontrol circuits is broken through the track relay of the block sooccupied. For instance if there is a train in block D, as shown inhatched lines, current from track battery 5 of block D is shortcircuited through the wheels and axles of the train, in a'manner wellkngwn to those skilled in the art, which results in armatures 6 and 7 oftrack relay D dropping away from front contacts 8 and 9, thus breakingthe circuit to train control rails 11 and 12 and 15 and 16. Thus whenblock D is occupied, westbound train control rails 11 and 12, guardingthe entrance into block D are deenergized, corresponding to the six ofthe hereinbefore described electrical conditions; and eastboundtrain-control rails 15 and 16, guarding the entrance to block D from theother direction, are also deenergized, thus breaking the circuitto traincontrol rails 13 and 14 and 17 and 18, which bound locomotive.

passing a train control rail which is enertion is given, depending uponwhether the circuit is energized or deenerg zed. Such electro-magneticdevices may be used for other purposes than or in' additionto thedisplay of signals to the engineer, such, as is well known in the.art,the proper control of speed control devices or electro-pneumatic airvalves or both. Fig. 4 shows the apparatus and circuits on thelocomotive traveling eastward over the division, and Fig. 5 shows theapparatus and circuits on a locomotive traveling westward over thedivision. The difference between an eastbound and a westbound locomotiveconsists ,in transposing certain circuits by means oftrol, similar to mypending applicationSer rial No. 624,351, filed March 12, 1923, so

that when th westbound train control rails 11 and 12 a d 13 and'l l atblock D are electrically conditioned to give a clear signal to awestbound train the eastbound train control rails15 and 16 and .17 and18 at blocks B and Dare electrically conditioned to give a stop signalto an eastbound train by reason of the interlocking features of thesegment 67 operated by a switch 19 in the dispatchers oiiice, as will befully described hereinafter.

By reason of the position of switch S being in the, left hand positionon an eastbound locomotive, and in the right hand position on awestbound locomotive, when a locomotive is passing a train control rail,which is energized with alternating current and positive direct current,No. 1 signal will be displayed on an eastbound locomotive but No. 2signal will be displayed on a west- JVhen a locomotive is gized withalternating current, and negative direct current, No. 2 signal will be1splayed on an eastbound locomotive. When a locomotive is passing atrain control rail which is energized with positive direct current only,No. 3 signal will be displayed on an" eastbound locomotive but No. 4signal be displayed an a westbound locomotive. When a locomotive ispassing a train control rail which is energized with negative directcurrent only, No. 3 signal will be displayed on a westbound locomotiveand .No. 4 on an eastbound locomotive. Since the position of switch Stransposes the circuits passing through signals No. 1, No. 2, No. 3 andNo. 4: only, signals No. 5

and 6 are not afiected by the position of switch S, and therefore when alocomotive is passing a train control rail which is energized withalternating current only, signal No. 5 will be displayed on both aneastbound and westbound locomotive, and when a locomotive is passing a.train control rail which is deenergized, signal No. 6 will be displayedon both an eastbound and westbound locomotive, v

Signals No. 1 and No. 6 may be termed safety signals for the purpose ofdirecting A.

the safe movement of trains and signals No. 2, No. 3, No. 5 may betermed facility signals for the purpose of not only directing themovements of trains safely but with facility. Thus signal No. 1 mayindicate to the engineer to proceed, that the track is clear; signal No.2 to stop, that the track section ahead is setupfor a proceed movementin the opposite direction; signal No. 3 to stop at the next siding andoccupy the main track for the purpose of passing another train; signalNo. 4': to stop at the next siding and pull in on the siding for thepurpose of passinganother train; signal No. 5 to stop and report to thedispatcher for instructions; and signal No. 6 to stop as the block aheadis occupied; or the six enumerated signals may be used for any purposethe executive otlicers of the railway may designate. I

The cab apparatus and cab circuits capable of displaying'six difierentsignals corre sponding to the six different electrical conditions at thetrain control rails as herein before enumerated and shown in Figs. 4 and5 are similar to the apparatus and cir cuits shown in my prior patentNo. 1,399,027 granted December 6, 1921, except that the four-pole,doublethrow. switch has been added.

In Figs. 4. and 5 is show-n an electrical contact shoe as 90, sopositioned on the locomotive so as to make contact with train controlrail 11. The contact shoe is hinged at 91. The train control rails areinclined at the end so as to form a ramp in the usual manner such as isshown in my prior Patent No. 1,140,623, granted May 25, 1915. When thecontact shoe slides along this ramp, the shoe is tilted so as to breakcontacts 92, 93 and 94. This motion of the. shoe compresses spring 95.When the contact shoe leaves the other end of the train control rail,spring 95 forces the contact shoe'to the normal position, thus againclosing contacts 92, 93

and 94. A metallic plateas 96, fixed to contact shoe 90, but insulatedtherefrom, is so positioned as to make contact wit contacts 93 and 94.

The locomotive also carries an alternating current relay '97, with itscompanion direct current winding 98; a polarized relay 99; a battery100; and another battery 101. Alternating current relay 97 and itscompanion direct current coil 98 control the position of the armatures102 and .103. Polarized relay 99 controls the position of neutralarmatures 104, 105 and 106 and polarized armatures 107, 108, 109 and110. Polarized armatures 109 and 110 are pole changing members of aswitch for the purpose of changing the flow of current from battery 100.An impedance coil 111 is inserted in the circuit through polarized relay99 to prevent the flow of alternating current in the circuit and acondenser 112 is inserted in the circuit through polarized relay 97 toprevent the flow of direct current through the circuit.

Armature 102 of relay 97 controls a stick circuit through coil 98 whichwill be described hereinafter and armature 104 :of relay 99 controls asecond-stick circuit for rela 99 which will also be described hereinater. The four-pole, double throw switch S consists of four pole members113, 114, 115 and 116 hinged respectively at 117, 118, 119 and 120. Theother ends of these four pole members are connected by an insulating bar121 to which is attached a handle 122- In the left hand position ofswitch S as shown .in Fig. 4, normal for an eastbound train movement,pole members 113, 114, 115 and 116 make contact with terminals 123, 124,and 126, respectively, and when switch S is in the right hand positionasshown in Fig. 5, normal for a westbound train movement, pole members113, 114, 115 and 116'make contact with terminals 127, 128, 129 and 130,respectively. Terminals 123 and 128 are connected by wire 131.Terminals124 and 127 are connected by wire 132. Terminals 125 and areconnected by wire 133, and terminals 126 and 129 are connected by wire134.

I will now describe the operation of the six different signalson thelocomotive in response to the six difiercnt electrical conditions of thetrain control rails as hereinbefore described.

F z'rst c0ndz'tz'0n.-When switch S is in the left-hand position, normalfor an eastbound train movement; and the locomotive is passing a traincontrol rail which is energized with, alternating current and positivedirect current, alternating current will flow from contact shoe 90 wiresand 136, condenser 112, alternating current relay 97, wires 137, 138,139 and 140, axle'142, to track rail 1 and thence the circuit iscompleted through alternating .current control circuit as hereinbeforedescribed. Direct current will also flow from train control rail asfollows: contact shoe 90, wires 135 and 143, impedance coil 111, wire144, polarized relay 99, wires 145, 138, 139 and 1 10, axle 141, wheel142, to track rail 1 and thence the circuit is completed through thepositive direct control circuit as hereinbefore described. This willresult in armatures 102 and 103 of relay 97 making contact with theirrespective front contacts 146 and 147 and neutral armatures 104, 105,and 106 of relay 99 making contact with their respective front contacts148, 149 and 150 andpolarized armatures 107, 108, 109 and 110 makingcontact with their respective contacts 151, 152, 153 and 154. In thesepositions of the armatures, a circuit is established through signal No.1 as follows: positive pole of battery 100, wire 155, contact 153,polarized armature 109, wires 156 and 157, armature 103, front contact147, wires 158, armature 105, wire 159, polarized armature 107, contact151, wire 160, hinge 118, )ole member 114, terminal 124, wire 132,terminal 127, wire 161, signal No. 1, wires 162, 139 and 163,. polarizedarmature 110,

contact 154, and wire 164 to the opposite pole of battery 100.

1 As the contact shoe 90 leaves the other end of the train control rail,the position of the armatures of relay 97 and 99 are maintained in thesame position after the electro motive forces from the dispatchersofiice cease to influence them through two stick circuits. After contactshoe 90 has left the train control rail, spring 95 closes contacts 92,93 and 94 and a stick circuit is established through coil 98 as follows:from positive pole of battery 101, wire 165, armature 102, front contact146, wire 166, contact 93, metallic plate 96, contact 94, wire 167, coil98, Wire 168, tothe other pole of battery 101. This stick circuit willoe hereinafter referred to as the alternating currentrelay stickcircuit.

A second stick circuit throughrelay 99 as follows: from positive pole ofbattery 100, wire 155, polarized armature 109, wires 156 and 16.9,armature 104, front contact 148, wire 170, contact 92, shoe 90, wires135 and 143, impedance coil 111, wire 144, polarized relay 99, wires145, 138 and 163, polarized armature 110, contact 154, wire 164, to theopposite pole of battery 100. This stick circuit will be referred tohereinafter as the positive polarized relay stick circuit. .1

It will thus be seen that by reason of the two stick circuits justdescribed, the armatures of relays 97 and 99 are continued in the sameposition, thus continuing the display of signal No. 1, until the nexttrain control rail is encountered.

Still speaking of the first condition of a v scribed an train controlrail, that is when it is ener gized with alternating current andpositive direct current, but assuming that switch S is in the righthandposition, that is normal for a westbound train, alternating current.relay 97 will be energized and polarized relay 99 will be .positivelyenergized, thus through signal No. 2 is established instead of throughsignal No. 1 as follows: from positive pole of battery 100, wire 155,contact 153, polarized armature 109, wires 156 and 157.,armature 103,front contact 147,

wire 158, armature 105, front contact 149,

wire 159, polarized armature 107, contact 151, wire 150, hinge 118, polemember 114, terminal 128, wire 171, signal No. 2, wires 162, 139 and163, polarized armature 110, contact 154, and wire 164 .to the otherpole of battery 110.- o

7 As the contact shoe 90 leaves the other end of the train controlr'ail, the position of the armatures of relay 97 and 99 are maintainedin the same position, since-the two stick circuits, the alternatingcurrent. relay stick circuit, and the positive polarized relay stickcircuit, as hereinbefore described, are still effective, and signal'NoJ2will be continued. y

Second 0onditi0a.When switch S is in the left hand position, normal foran eastbound train movement, and the locomotive is passing a traincontrol rail which is energized with alternatingcurrent and negativedirect current, alternating current will flow throu h relay 97 ashereinbefore ded polarized relay 99 will be negativelyv energizedthrough a circuit as follows: from track rail 1, wheel 142, axle 141,wires 140, 139, 138. and 145, polarized relay 99,

wire 144, impedance coil 111, wires 143 and 135, shoe 90, to traincontrol rail and thence the circuit. is completed through the negativedirecticurrent control circuit as hereinbefore described. This willresult in armatures 102 and 103 of relay 97 making contact with theirrespective frontcontacts 146 and in Fig. 5 and will make contact withtheir contacts 172, 173, 174 and 175.- In these positions of thearmatures a circuit is established through signal No. 2 as follows:positive pole of battery 100, wire 155, contact 172, polarized armature110 wires 163, 139 and 162, signal No. 2, wires 171, and 131, terminal123, pole member 113, hinge 117, wire 176, contact 175, polarizedarmature 107, wire 159, front contact 149, armature 105,

wire 158, front contact147, armature 103, wires 157 and 156, polarizedarmature 109,

' contact 73, wires 1'77 and 164, to the opposite pole of battery 100.

\Vhen the contact shoe leaves the other end of train control rail,theposition of the armatures of relays 97 and 99 are maintained inthesame position, by reason of the alternatingcurrent relay stick circuitbeing still effective as hereinbefore described, and the negativepolarized relay stick circuit is established as follows: from positivepole of battery 100, wire 155, contact 172, polarized armature 110,wires 163, 138 and 145, polarized relay 99, wire 144, impedance coil111, wires 143, and 135, contact shoe contact 92, wire 170, frontcontact 148;, armature 104, wires 169 and 156, polarized armature 109,contact 173, wire 177, and wire 164 to the other pole of battery 100.This particular stick circuit will be referred to hereinafter as thenegative polarized relay stick circuit. Thus signal N o; 2 will becontinued after passing a train control rail which is electricallyconditioned in accordance with the second condition as hereinbeforedescribed until the next train control rail is encountered.

Still speaking of the second condition of the train control rail, vbutassuming that switch S is in the ri ht hand position, normal for awest-boun train, alternating cur-' rent relay 97 will be energized andpolarized relay 99 willbe negatively energized, thus follows: from thepositive pole of battery 100, Wire 1 55, contact 172, polarized armature110, wires 163, l-39and 162, signal No. 1, wire 161, terminal 127, polemember 113, hinge 117,-wire 176, contact 175, polarized armature 107,wire 159, front contact .149, armature 105, wire 158, front contact 147,armature 103, .wires 157 and 156, polarized armature 109, con iit 173;,wires 177 and 164, to the-other'pole of battery 100. I

As the contact shoe leaves the other end of the train control rail, theposition of the .armatures of relays 97 and 99 are main tained in thesame position, since the two stick circuits, the alternatin currentstick circuit and the negative polarized relay stick circuit ashereinbefore described are still ef fective. Thus signal No.1 iscontinued until the train control rail is encountered.

Thirdc0ndit'i0n, .-When switch .8 is' in the left-hand position, normalfora'n east.-

loo

break the front contacts 146 and 147 and armature 103 will make contactwith back contact 178. Polarized relay 99, however, and polarizedarmatures will be the same as hereinbefore described, thus closing acircuit through signal No. 3 as follows: from the positive pole ofbattery 100, wire 155, contact 153, armature 109, wires 156 and 157,armature 103, back contact 178, wire 179,, armature 106, front contact150, wire 180, armature 108, contact 152, wire 181, hinge 120,

' pole member 116, terminal 126, wires 134, 129

' relay stick circuit is eflective as hereinbefore described. Thussignal No. 3 is continued until the next train control rail isencountered.

train control rails but assuming that switch S is in the right handposition, normal for a westbound train, the armatures of relay 97 and 99are still in the same position as under the third condition, but byreasonof switch S being in the right hand position as shown in Fig. 5, acircuit through signal No. 4 is established as follows: from positivepole of vbattery 100, wire 155, contact 153,

. polarized armature 109, wires 156 and 157,

armature103, back contact 17 8, wire 179, armature 106, front contact150, wire 180,-polarized armature 108, contact 152, wire 181, hinge 120,ole member 116, terminal 130, wire 183,'s1gna1 No. 4, wires 162, 139 and163, polarized armature 110, contact 154, and wire 164 to the oppositepole of battery 100.

. As the contact shoe 90 leaves the other endof the train control rail,the position of the armaturesof relays 97 and 99' are maintained in thesame position since the two stick circuits, the alternating currentrelay stick circuit and the positive polarized relay stick circuit ashereinbefore described are still efiective, thus signal No. 4 iscontinued until the next train control rail is encountered.

and armature 103 will make contact with Still speaking of the thirdcondition of the back contact 178. Polarized relay 99, however, will benegatively energized and the posit-ion of its neutral and polarizedarmatures will be the same as hereinbefore de-' scribed, thus closing,the circuit through sig' As the contact 90 leaves'the other end of thetrain control rail the position of armatures of relays 97 and 99 aremaintained in the same position. The alternating current relay stickcircuit is again closed at contacts 93 and 94 but this stick circuit isnow open at front contact 146, thus-leaving armatures 102 and 103 in thedeenergized position, but the negative polarized relay stick circuit isstill effective as hereinbefore described. 'lhus signal N o. 4 iscontinued until the next train control rail is encountered.

Still speaking of the fourth condition of the train control rail, butassuming that switch S is in the right hand position, normal for awestbound movement, the armatures of relays 97 and 99 are still in thesame position as under the fourth condition but by reason of switch Sbeing in the right hand position as shown in Fig. 5 a circuit throughsignal No. 3 is established as i'ollows: from positive pole of battery100, wire 155, contact 172, polarized armature 110, wires 163, 139 and162, signal No. 3, wire 182, terminal 129, pole member 115, hinge 119,wire 184, contact 174, polarized armature 108', wire 180, front contact150, armature 106, wire 179, back contact 178, armature 103, wires 157and 156, polarized armature 109, contact 173, wires 177 and 164, to theother pole of battery 100.

As the contact shoe leaves the other end of train control rail theposition of the armatures of relays 97 and 99 are maintained in the sameposition since the two stick circuits, the alternating current relaystick circuit is ino erative, and the negative polarized relay sticcircuit as hereinbefore described. is operative. T hus signal No; 3 iscontinued until the next train control rail is encountered.

Fifth condition-Irrespective of whether switch S is in the left handposition and a locomotive is assing a train control rail which isenergized with alternatin current only, alternating current relay 97will be energized and its armatures 102 and 103 will contact with frontcontacts 146 and 147. Polarized relay 99, however, will be deenergizedand neutral armatures 104, 105 and 106 signal through signal No. asfollows: posi tive pole of battery 100, wire 155, contact 153, polarizedarmature 109, w res 156 and 157, armature 103, front contact 147, wlre158, armature 105, back contact 185, wire 187, signal 'No. 5, wires162,139 and 163, P0-

larized armature 110, contact 154, wire 164,

to the other pole of battery 100.

As the contact shoe leaves the other end of train control rail the stickcircuit through relay 97 is operative since the front contact 147 is.now closed, but the stick circuit through relay 99 is inoperative sincethe front contact 148 is now open. Thus signal No. 5 is continued untilthe next train control rail is encountered.

Sixth condition-Ines ctive of whether switch S is in the left ban or theright hand position and thelocomotiveis passing a train control railwhich is deenergized, the two stick circuits willbe opened at contacts92, 93 and 94, and both relays 97 and 99 will become deener ized.Armatures 102 and 103.

of relay 97 wil drop away from front contacts 146 and 147 and armature103 will and 186. This position of the several armatures will close acircuit through signal No. 6 as follows: from positive side of battery100, wire 155, contact 153, polarized armature 109, wires 156 and 157,armature 103, back contact 178, wire 179, armature 106, back contact186, wire 188, signal No. 6 wires 162, 139 and 163, armature 110,contact 154, and wire 164 to the other pole of battery 100.

As the contact shoe 90 leaves the other end of the train control railstick circuits are now inoperative, since front contacts 146 and 148 arenow broken. Thus signal No. 6 will be continued until the next traincontrol rail is encountered.

It must be understood that each time the contact shoe 90 slides onto atrain control rail, both stick circuits; one through relay 98 and theother one through relay 99 are 0 ened at contacts 92, 93 and 94 andthere ore both relays'98 and 99 would be come deener iZed, resulting inthe displaying of signa No. 6, unless ener of some character isfurnished from the ispatchers office, while contact shoe 90 is incontact with a train control rail.

I will now describe the interlocking feacontrol rail must be energizedwith alternatingcurrent" and positive direct current. This electricalcondition of the train control rail can only be accomplished when switch19 is transversely in the normal position as shown invFig. 2, andradially in the right oblique posit on. In order for a westbound trainto receive a clear or proceed signal, that is signal No. 1 at a traincontrol rail, the train control rail must be energized with alternatingcurrent and negative direct current. This electrical condition of thetrain control rail'can only be accomplished, when switch 19 istransversely in the normal position, as shown in Fig. 2, and radially inthe left hand position.

Assume-now, that two trains, an eastbound train and a westbound train,are approaching each other and that they are to meet at siding D. Thedispatcher can give a proceed signal to the eastbound train at traincontrol rails 17 and 18 of'block B, by placing switch 19 transversely inthe normal position, and radially in the right oblique posi- 3 tion. Hecan also give a proceed signal to a westbound train at train controlrails 13 and 14, or block Fby placing switch 19 transversely in thenormal position and radially in the left oblique position. 1 Beforeswitch 19 can be placed in the right oblique position and switch 19? inthe left oblique position, the interlocking se ments 67 compel thatswitch 19, governing placed in the vertical position. This will resultinthe train control rails guarding the approach to block D beingdeenergized, and when both the eastbound train and the westbound trainapproach block D, both will receive a stop signal or signal No. 6.However, the interlock-ing segments are effective as interlocking means,only when switch 19 1s transversely also in the normal position. Thedispatcher may however, if he chooses, pull switch 19 forwardtransversely to the position shown at 34,- and when se ments 67 onswltch 19 is past the plane of segment 67 on switches 19 and 19". Inthis forward position of switch 19, it may again be radially turned tothe left or right oblique ositio11 If it is turned to the right ob iqueposition, the eastbound train approaching block D, will receive signalNo. 3, thus ad- V'lSHlg the engineer to stop and to occupy the main tracfor the purpose of passing another train, but the westbound trainapproaching block D, will receive signal No. 4 thus advisln theengineer, to stop and occupy the siding for the purpose .of assin'another train. If, however, switch 19,

transversely in the forward position and turned radially in the leftoblique osition, the eastbound train aproaching blocli receive signalNo. 4, thus advising the englneer to stop and to occupy the slding forthe purpose of passing another train and block D, must be D will thenormal position, the dispatcher may also place switch 19 in the rearwardposition as shown in dotted lines at 35 and then radially turn it toeither the left oblique position or the right oblique position and thusdisplay signal No. 5 to the trains approaching block D.

It will thus be seen that when an eastbound train and a westbound trainare a proaehin each other, signal No. 1 cannot e displaye at theirmeeting point but only a signal which means stop to one or the otherwith any desired I additional information. That is the interlockingmeans accomplished through segments 67- are only effective against thedispla of a clear or No, 1 signal at the meeting point of two oppositelymoving trains.

It will also be noted that key 36 acts as a lock against ,the transversemovement of shaft 20 when switch 19 is radially in an oblique position.This locking feature necessitates that when a switch, as 19, is movedtransversely to any of its positions, the switch must first be placed inthe vertical position. p

I will now describe the recording apparatus in the dispatchers office. Arecord sheet as 189 is suitably mounted and driven by a roller 190,which in turn is driven by a shaft 191. Shaft 191 receives motionthrough ratchet wheel 192. A pawl 193 is pivotally connected to armature194 of electro magnet 195. Armature 194 is hinged at 196. Whenelectro'magnet 195 is periodically energized, motion is given to ratchetwheel 192 through pawl 193. A spring 197 normall pulls armature 194' tothe r ght, when e ectro magnet 195 is not energized. The electro-magnet195 is connected by wire 198 to a make and-break device 199, which isperiodically operated by clock 200.- TlllS may well be of the form shownin my prior Patent 1,203,146 granted October 21, 1916. When themake-and-break device is closed,

- the electro magnet 195 is energized through the following circuit:battery 201, wires 202 and 203, electro-magnet 195, wire198,makeand-break device 199, wires 204 and 205 to the other side ofbattery 201. The make-andbrea'k device 199'is operated by the clock sayevery five seconds, so as to glve a slow and uniform movement to therecord sheet 189 7 through ratchet wheel 192 and pawl 193.

The record sheet 189 is transversely divided into sections as 206, 207and 208, each I section representing a block along the tracklongitudinally, the record sheet is divided into time lines such as 1.00A. M., each one ofthe lines representing a one minute interval. Sincethe make-and-break device 199 is operated continuously, it will be seenthat cated perforating magnets 209,210., 211, 212

and 213, for each space representing a block on the record sheet. Forthe purpose of simplicity the wiring of perforating magnets for oneblock only are shown in. Fig. 1, that not SllOWD being identicalwith-that shown. Pivotally attached to the armatures 243 of theseperforating magnets are perforating needles 214 so positioned adjacentto the record sheet that when a perforating magnet is energized, aerforation is made u on the record sheet. T ere are five such percrating magnets for each block so positioned that transversely eachperforatingmagnet .perforates in a different 'position. The circuits tothese perforating magnets are closed depending upon the position of thearmatures of alternating current relay 56 and polarized relayhereinbefore; referred to.

When a locomotive is passing a train control rail which is energizedwith alternating current and positive direct current, relay 56 willbecome energized and its armature 215 will close front contact 216 andrelay 80 will become positively energized and its neutral armatures 217and 218 will close front contacts 219 and 220 and its polarizedarmatures 221 and 222 will assume the left hand position thus closingthe contacts 223 and 221. In these positions of the several armatures acircuit is closed through perforating magnet 211 as follows: frontbattery 201, wire 20:. bus 225, wire 227, perforating magnet 211, wire227, contact 223, armature 221, wire 228,. front contact 219, armature217, wire 229, front contact 216, armature 215, bus 230, and wire 205 tothe other side of battery 201. Thus aperforating is made in the recordsheet at the time a locomotive passes a train control rail, which isenergized with alternating current and positivedirect current.

When a locomotive is passing a train con-' trol rail, which is energizedwith alternating current and negative direct currentfrelav 56 willbecome energized and its armature 215, will close front contact 216, andrelay 80 will become negatively energized and its neutral armatures 217and 218 will close front contacts 219 and 220, but its polarizedarmatures 221 and 222 will now assume the right hand position thusclosing contacts 231 and 232. In these positions of the severalarmatures a circuit is closed through perforating magnet 212 as follows:from battery 201, wire 202, bus 225, wire 233, perforating mag net 212,wire 234, contact 231, armature 221, wire 228, front contact 219,armature 217,

tive is passing a train control rail which is energized with alternatmgcurrent and negative direct current.

When a locomotive is passing a train control rail which is energizedwith positive direct current only, relay 56 will become deenergized andits armature 215 will close back contact 235, and relay 80 will bepositively energized and its neutral armatures 217 and 218 will closefront contacts 219 and 220 and its polarized armatures 221 and 222 willassume the left hand position, thus closing the contacts 223 and 224. Inthese positions of the several armatures a circuit Y is closed throughperforating magnet 209 as follows: from battery 201, W-II'e 202, bus225, wire 236, perforating magnet 209, wire 237, contact 224, armature222, wire 238, front contact 220, armature 218, wire 239, back contact235, armature 215, bus 230, and wire 205 to the other side of battery201.

= Thus a perforation is made" in the record sheet by perforating magnet209 as to the time a locomotive passed a train control rail which isenergized with positive direct currentonly. I

When a locomotive is passing a train control rail which is energizedwith negative direct current only, relay 56 will remain deenergized andarmature 215 will close back contact 235, and relay 80 will benegatively energized and its neutral armature 221 and 222 will assumethe right hand position thus closing the contacts 231 and 232. In thesepositions of the several armatures a circuit is closed throughperforating magnet 210 as follows: from battery 201,'wire 202, bus 225,wire 226, perforating magnet 210, wire 240, contact. 232,- armature 222,wire 238, front contact 220, armature 218, wire 239, back contact 235,armature 215, bus 230, and wire 205 to the other side of battery 201.

Thus a perforation is made by magnet 210 in 'the record sheet as to thetime a locomotive passed a train control rail which is energizedwith'negative direct current only.

. When a locomotive is passing a train control' rail which is energizedwith alternating current only, relay 56 will become energized and itsarmature 215 will close front contact closed through perforating magnet213 as follows: from battery 201, wire 202, bus' 225, wire 2.33,perforating magnet 213, wire 242,

' back contact 241, "armature 217, wire 229,

front contact 216, armature 215,: bus 230, and wire 205m the other sideof battery 201.

flhus a perforation is made by magnet 213 in the record sheet as to thetime a locomotive passed a train control rail which is energlzed withalternating current only.

It will thus be seen that every time a loco- I motive is passing a traincontrol rail which is electrically energized, in accordance with one ofthe first five hereinbefore enumerated condltions, not only is there arecord made on the record sheet as to the time when the 7 locomotivepassed the train control rail, but also .as to what kind of a signal wasdisplayed on the locomotive. When a locomotive is passing a deenergizedtrain control rail, no record is made on the record sheet but-theabsence of such a record, is, in itself, evidence when the locomotivehas passed a deenergized train control rail.

The perforating magnets are preferably so constructed, that when themagnet is energized, the perforating needle is driven -through therecord sheet by a' momentum,

but the perforating needle will immediately withdraw from the recordsheet, even if the armature of the perforating magnet, is notimmediately released. Aperforating magnet of this character is shown inmy Prior Patent No. 1,138,304, granted May 11, 1915. While in thepreferred-form of my invention I have shown'recordingmeans to give thedispatcher knowledge of the location and progress of trains, I do notwish to be restricted to the recording means shown. Any meansautomatically indicating at the dispatchers oflice the location andprogress of trains may be considered an equivalent within the scope ofmy invention. For instance,

the perforating magnets 209, 210, 211, 212,

and 213 may be indication lamps which are lighted when their respectivecircuits are closed; thus visibly indicatingthe location and progress oftrains. Or the perforating magnets 209, 210, 211, 212 and 213 may be anyform of electrical translating devices which indicate when the circuitsthrough them areclosed; thus .iheposition of armature 243. in itself maybe a visible indication to the dispatcher of the location and progressofv trains.

Although I have particularly described and illustrated one preferredphysical embodiment of my invention and explained the principle andconstruction thereof, nevertheless, I desire to have it understood thatthe form selected is merely illustrative, but does not exhaust thepossible physical embodiment of means underlyi g my invention, becausefixedsignals along the trackway may be substituted for, or added to, thecabsignals as shown herein; such as are shown in my pending applicationSerial No.

618,193, filed February '10, 923; without aeparting from the spirit anscope of my 1nvention.

1 In a railway train control device, in combmationz a trackway; means,d1v1d1ng the trackway into electrically isolated sections; train controlrails "positioned at intervals along the trackway on opposite sides.

of the center line thereof; passing sidings positioned at intervalsalong the trackway,

each siding having associated therewith a group of tra n control rails;a centrai station; switches 'at the central station, each. controllingthe electrical condition of agroup of train control rails; a car; meanson the car cooperating with the train control rails-for controlling thecaraccordin to any one of sixdifferent electrical conditions of saidrails provided for by different operations of said switches; meanscausingsaid switches to have a mutual dependence; and track relay meansfor each section rendered automatically operative by the presence of acar in that section for'causing a single definite electrical conditionof the corresponding train control rails, regardless of the setting ofthe corresponding central station switch.

2. In a railway train control device, in combination: a trackway; meansdividing the trackway into electricallyisolated sections; train controlrails positioned at intervals along the trackway on opposite sides ofthe center line thereof; passing sidings positioned at intervals alongthe trackway, each siding having associated therewith a group of traincontrol rail's; a centralstation; switches at the central station, eachcontrolling the electrical condition of a group of train control rails acar; means on the car cooperating with thetrain control rails forindicating any one of six different train control conditions; meanscausin said. .switches to have a mutual v, .depen ence;

means for recording at the central station the progress-of the car; andtrack relay means for each section rendered automatically operative bythe presence of a car in that sect-ion for causing a single definiteelectrical-condition of the corresponding train control rails,regardless of the setting of the corresponding central station switch,said single definite electrical condition being one of the sixconditions to which said means on the car is responsive.

3. In a railway train control combination: atrackway; mea'ns' dividingthe trackway into electrically isolated sections; train control-railspositioned at intervals along the trackway on opposite sides of thecenter line thereof; pass ng sidings positioned at intervals along thetrackway,

device, in

each siding' having associated therewith a group of train control rails;a central sta tion; switches at the central station, each controllingthe electrical condition y of a group of train control rails and incombination with sources of current providing se-- lectively for sixdifierent electrical condiv tions of said train control rails; acar;'means' on the car cooperating with the train control proceeding inthe opposite'direction pro duced, by'the same conditions of the controlrails; and track relay meansfor each section rendered automaticallyoperative by the presence of a car in that section for causing a singledefinite electrical condition of the correspond ng train control rails,regardless of the setting of thecorresponding central. station switch,said single definite electrical condition being one of the sixconditions to which said means on the car is responsive.

4. In a railway train control device, in

combination: a trackway'; means dividing.

the trackway intd'g'electricallyisolated sections; train control meanspositioned at intervals along the trackway on opposite sides 7 of thecenter line thereof; passing sidings position at intervals along thetrackway, each siding having associated therewith a group of traincontrol means; a central staf tion; switches at the central station,each controlling the electrical condition of a group of train controlmeans and in combination'with sources of current providing se lectivelyfor six different operative phases of said train control means; meansfor dif ferentia'ting the operative phases of said train control meansas between vehicles moi-' ing in opposite directions on the trackway andas produced by similar selections of current; and track relay meansforeach sectionrendered automatically operative by the presence of'a car 1nthat section for causing a single definite operative phase of thecorresponding traincontrolmeans. regardless of the setting of thecorresponding central station switch, said single definite operativephase being one of the six operative phases provided for by theoperation of each of said central station switches.

PAUL J. SIMMEN.

